BOB HG 3/3 1-6
| BOB HG 3/3 1-6 | |
|---|---|
 |
|
| Numbering: | 1-6 |
| Manufacturer: | SLM |
| Year of construction (s): |
1-4: 1890 5-6: 1893 |
| Type : | Cz |
| Gauge : | 1000 mm ( meter gauge ) |
| Length over buffers: | 7328 mm |
| Fixed wheelbase: | 2700 mm |
| Service mass: | 28.5 t |
| Top speed: |
Adhesion: 30 km / h gear: 12 km / h |
| Driving wheel diameter: | 910 mm |
| Gear system : | Riggenbach |
| Size gears: | 764 mm |
| Cylinder diameter: | 320 mm |
| Piston stroke: | 450 mm |
| Cylinder d. Gear drive: | 320 mm |
| Piston stroke gear drive: | 400 mm |
| Boiler overpressure: | 12 kg / cm² |
| Grate area: | 0.92 m² |
| Evaporation heating surface: | 61 m² |
| Water supply: | 2.5 m³ |
| Fuel supply: | 750 kg of coal |
The HG 3/3 1–6 were narrow-gauge tank locomotives with adhesion and gear drive of the Berner Oberland Railway (BOB) in Switzerland. Until 1902 they were called HG 3 1–6.
history
When the company opened in 1890, BOB purchased four HG 3/3 1-4 three-coupling locomotives with separate gear and adhesion drives from the Swiss Locomotive and Machine Works (SLM) in Winterthur . In 1893 two more machines with the numbers 5 and 6 were delivered.
Originally, as with the neighboring Brünigbahn, the acquisition of two types of locomotives was considered. Adhesion locomotives would have been used on the Interlaken - Lauterbrunnen line , and adhesion and cogwheel locomotives between Zweilütschinen and Grindelwald . The subsequent decision to install racks on the section to Lauterbrunnen led to the decision not to purchase pure adhesion locomotives.
technical description
The two internal drives used for the gear drive were housed in a bar frame , which was supported on two adhesion axes, so that the meshing of the teeth was not influenced by spring play. External frames were used so that there was enough space for the internal engine . The kettle was tilted 5 percent forward. The adhesion engines were located outside the frame and drove the second axle, which was connected to the other coupling axles with Hall cranks .
The external engines were equipped with Heusinger controls , modified according to Belpaire . The scenes were not driven by eccentrics , but by transverse shafts running under the boiler from the 90 ° offset engine on the other side of the locomotive, but the advance movement was taken from its own engine. The crankshaft driven by the gear drive engaged the drive gear with a ratio of 1: 1.84, which was loosely mounted on the central coupling axle. The direct drive of the drive gear by the pinion resulted in great wear. The control carried out by the system Joy . This was improved and reinforced on the first partial series in the years 1894/95 based on the example of numbers 5 and 6. The cylinders of both engines worked with live steam without a composite effect , which placed great demands on the efficiency of the boiler on the rack sections. The lively fire fanning with twelve exhaust blows per rotation of the adhesion axes was able to generate the necessary steam ventilation on the relatively short rack sections. The adhesion drive and the gear drive were operated via a common screw with a handwheel.
The counter-pressure brake was used as a service brake on slopes above 25 per thousand on adhesion and rack sections . A handbrake acting on the brake gear was available for emergencies. A block brake , also operated with a hand spindle and acting on the adhesion wheels , was used to stop the train in stations and when shunting. The train was decelerated with the Klose spring brake system , which was triggered with steam.
The machines were housekeeper speedometers, equipment for steam heating , steam gritters and stiff coupling with dome iron and plug-Nails equipped. Number five was in 1911 a Schmidt - superheater installed.
The Lokomotiv at the next series HG 3/3 7-10 Applied System Winterthur led to substantially simplify and improve the gear drive.
Operation and whereabouts
The locomotives carried a trailer load of 45 tons on a 120 per thousand gradient at 9 km / h or 90 tons on 25 per thousand at 25 km / h.
After the electrification of the Bernese Oberland Railway in 1914, most of the steam locomotives became redundant. Numbers 1, 3 and 6 were converted by the SLM to a gauge of 950 mm and sold to the Italian Mediterranea-Calabro-Lucane (MCL) in 1915 . The MCL used the rack-and-pinion locomotives from 1916 to 1937 as class 250 with the numbers 251, 252 and 253 on the Lagonegro – Spezzano Albanese route . They were scrapped in the early 1960s. Numbers 2 and 4 were added to the electrified Chur-Arosa Railway in 1914 after the gear drive was removed . After a brief deployment in freight traffic, number 4 was sold to Lonza in Thusis in 1918 and number 2 to the Bündner Kraftwerke in 1920 . The hot steam locomotive number 5 remained with the BOB until 1956 as a catenary-independent reserve.
literature
- Alfred Moser : The steam operation of the Swiss railways 1847-1966. 4th updated edition. Birkhäuser, Stuttgart 1967.
- Emil Strub : Berner Oberland-Bahnen with special consideration of Switzerland. Rack railways with friction lines. Part VI. In: Schweizerische Bauzeitung . Volume 25, Issue 14, 1895 (PDF, 3.1 MB, archived in the E-Periodica of the ETH Library).